Railway-traffic-controlling system.



C. S. BUSHNELL.

RAlLWAY TRAFFIC CONTROLLlNG SYSTEM.

APPLlCATl ON FILED APR. l4. I917.

Patented Apr. 1, 1919.

A TTOR/VEY jacent to a siding,-

S are divided by mm "an STATES PA CHARLES s. BUSHNELL, or SYDNEY, new SOUTH GENERAL RAILWAY SIGNAL COMPANY, OF GATES, NEW YORK, A CORPORATION OF NEW YORK.

' RAILWAY-TBAFFIC-CONTROLLING SYSTEM.

Specification of Letters Patent.

ribs,

WALES, AUSTRALIA, ASSIGNOR TO Patented Apr. 1, 1919.

Application filed April l, 1917. Serial-No. 161,971.

To all whom it may concern:

Be it known that I, CHARLES S. BUSH- NELL, a citizen of the United States, and a resident of the city of Sydney, State of New South Wales, Commonwealth of Australia', have invented a new and useful Railway-Traflic-Controlling System, of which the following is a specification. 1 I

This invention relates to a railway trafli controlling system and particularly to such a system wherein switches and signals are electrically controlled or distant station.

One of the principal objects of the invention is to. provide a means for electrically controlling, from a. remote point or station, the operation of a railway switch, the signal governing said switch, and the signals governing the track section in which said switch is located.

A further object of the invention is to obtain the above mentioned object and to further provide a means for indicating, at said remote point or station, the operated condi tion of said switch and said signals.

Other objects and advantages will appear I erence is had to the accompanying drawing,

wherein I have illustrated a preferred physical embodiment of my invention, and wherein like characters of reference designate corresponding parts. l t Y The single figure is a diagrammatic view of a portion of a stretch of single track adand shows the signals, controlling devices and controlling circuits therefor. A tower or operating station is also diagrammatically shown in the figure located at a point remote from said siding and said signals, and having located therein means for controlling said circuits and means for indicating the operations of said control devices and said signals All of the above mentioned devices and circuitstherefor constitute a practical system for the control of an outlying switch from aremote point or station. v

Referring to'the accompanying drawing, the two rails 1 and 2 adjacent to the siding insulating joints 3 into a from a remote point series of track sections a, b, c, and d of which there are shown two complete track sections, 6 andc with end portions of the two adjacentv track sections, a and d. Each of these track sections has a track battery 4 connected across the track rails 1 and 2 at one end of said sections, whereas at the other end of said sections, track relays 5 and 6 are connected. The track battery 4: and the track relay of each of said track sections, together with the track rails there of, constitute the well known normally closed track circuit, the operation of which will be clearly understood by those skilled I relay 6. The traflic over this stretch of single track may be considered as in the direction indicated by the arrow 6.

At the righthand end of the track section 0 is located a signal 7 having two arms 7 and 7 the upper arm 7 of which governs traific inthe direction indicated by the arrow 6 over the main stretch of track, while the lower arm 7 2 governs tra'lfic in the direction mentioned over the siding S. At the righthand end of the track section ais located a signal 8 for governing traific in the direction indicated by the arrow e over the said track section a.

The signals illustrated are of any well known type of semaphore signal and it is considered that a brief description of the same will be suflicient for a clear understanding of the operation and principle thereof, since it is obvious that this invention is in no wise dependent upon the particular character of signals used. This type of signal primarily comprises an operating motor of appropriate construction for moving the semaphore from a biased position, which may be termed the stop or danger position to one or more operated positions; and further comprises means to retain the semaphore in its operated position or positions. In the particular embodiment of the invention illustrated, the semaphore signal 8 and the upper arm of signal 7 are assumed to be three-position signals, that is, these mayproceed at a limited speed; and a horizontal or zero degree position indicating stop or danger. However, this invention is fundamentally in-no wise dependent upon three-position signals, and may be used without material change or modification w1th two-position signals.

' arm of signal 7 is assumed to be'a twoposition signal, that is, this signal has an lnclined or 45 position indicating to an approaching train that it is to take the slding S; and a horizontal or zero degree posi- "tion indicating that the switch S for the siding S is in the normal position and that the siding is either occupied or that an approaching train is to take the main track providing the upper arm of the signal 7 so indicates.

Associated with each of the arms 7 7 and 8 are circuit controllers which are represented on the drawing according to established convention, said circuit controllers being designated 9 and 10 for arm 7 11 and 12 for arm '7' on signal 7; and 13 for arm 8 on signal 8. Each of these circuit controllers are capable of a movement, the angular degree of which corresponds to the angular degree of movement of the respective arms with which said circuit controllers are associated. The circuit controllers 13 and 10 are closed during the movement of the corresponding arm from its vertical or proceed position to its inclined or caution position and are open when said arms are in their horizontal or danger positions. The circuit controller 9 is closed only in the horizontal position of the arm 7 and being open in each of the other two positions of said arm 7 The circuit controller 11' for the arm 7 is closed in the horizontal position of said arm and open in its operated position, whereas the circuit controller 12 for the same arm 7 2 is open in the horizontal position of the arm and closed in its operated position. The exact extent of angular movement of the corresponding signal during,

which said circuit controllers are operated,

, is dependent upon the operating characteristics of the signal and its controlling relays, the .purpose of these circuit controllers and rela s being hereinafter more fully set forth.

en the switch points S of the siding S ave. lined up, as shown in the drawing, for trafiic over the main stretch of track, the

switch is said to be in the normal position, Whereas, when the said switch points are lined up so that traffic will be over the siding S, the switch is Said to be in the reverse position. Hereinafter, for convenience, when it is necessary to refer to ,the

The lower.

sists of two pairs of fixed contacts represented diagrammatically on the. drawing and designated by the numerals 14 and 15;

.and 16 and 17, respectively, together with a movable contact 18 which is adapted, when the switch is in the normal position, to bridge the contacts 16 and 17 and complete a circuit which may be traced therethrough;

and likewise when the switch is reversed the.

contacts 14 and 15 will coact with the movable contact 18 in a similar manner. This circuit controller as preferably constructed is fully shown and described in the Patent Number 1,169,957, granted to William S.

Henry, filed February 1, 1916.

' Also associated with the switch- S of the siding S, and operatively connected thereto,

. is an electrically operated switch machine for throwing the switch from its normal to its reverse position or vice-versa and is represented generally on the drawing by the letter B. This switch machine consists generally of a motor armature 19 together with its field 20; a circuit controller 21; and

a pole changer The switch machine as position of the switch. The circuit controller 21 consists of two pairs of fixed conshown. in the drawing is in its normal tact springs diagrammatically represented on the drawing and designated by, the numerals 23 and 24, and 25 and 26, together with two'movable contacts'27. and- 28. This circuit controller 21 so designed that when the switch is in the normal positionfthe movable contact 28 is in contact with the contactspnings- 25 and 26, whereas as soon as the switch machine B starts to move the switch S of the siding S from its normal to its reverse position, the movable -contact 28 will be moved out of contact with the contactfingers' 25 and 26.. During this movement, however, the movable contact 27 which is mounted on the same blocl: and moves with the movable contact 28, is not moved far enough to coact with the contact I springs 21 and. 23, and consequently the movable contacts 27 and 28 will assume a position midway between the two pairs of contact springs until the final movement of the switch machine B, whereupon the mov- 77 and front contact 78 of the line relay 39 in its upper position, wire 79, the motor for the arm 7 of the signal 7 and wires 80, 81', 82, 83, 84, 85, 86 and 62 back to the other terminal of the battery 50. v

The dropping of the armature 64 also interrupts the circuit for the control of the 45 or; caution position of the arm 7 of the signal 7, said circuit being traced as follows: 7

Circuit number three.

Commencing at one terminalof the battery 50, wires 52 and 65, armature 66 and front contact 67 of line relay 38 in its upper position, wire 68, armature 64 and front contact 69 of the track relay 6 in its upper position,

wire 70, armature 71 and front contact 72 of the track relay 5 in its upper position, wire 73, contacts 25, 28 and 26 of the clrcult controller 21 of the switch machine B in its normal position, wire 74, contacts 16, 18 and '17 of the switch circuit controller C in 1ts normal position, wires 75 and 87, the motor for the signal ar1n'7 of the signal 7, wires so, 81, s2, s3, s4, s5, ,86, and 62 back to the other terminal of the battery 50.

. From the circuits, numbers two and three just traced it will be apparent that as soon as a train enters the track section 0,.the 90 and the45 control circuits for the arm 7 of the signal 7 are interrupted, so that said arm 7 will drop by gravity to its horizontal or danger position, thus guarding the train which is in the track section 0 from approaching trains moving in the same direction, that is, in the direction indicated by the arrow 6.

When the upper armi 7 of the signal 7 moves to its zero degree or danger position, the circuit controller 10 which is operatively connected to said arm 7 will also be moved to a position corresponding to said signal arm 7 thus interrupting the circuit which normally energizes the semaphore.

indicator 47 in the operating station A, said circuit being as follows:

Circuit number fowr.

indicator 47 will become denergized and its bladewill assume a position corresponding to that of the arm7 of the signal 7, that is, the zero degree or danger position, thereby advising the operator in the station A that the arm 7 of the signal 7 has operated and has assumed its zero degree or danger position.

'As the train in question proceeds in the direction indicated by the arrow 6 and passes out of'the track section a and enters .the track section b, it causes the deenergization of the track relay 5. The dropping of the armature 71' of the track relay 5 opens another break in the circuits, numbers two and three for the 90 and 45 controls, respectively, of the arm 7 of the signal 7,- so as to hold said arm 7 governing traflic in the direction stated, in its danger or stop position. I 4

As soon as the train has passed out of the track sectionc, the track relay 6 will again ,become energized in the well known man- Her and its armatures 51, 63 and 64 will be again picked up. The picking up of the.

armature 51 causes circuit number one to be reestablished, thus causing the disk indicator 48 to again become energized which will indicate to the o erator that the track section 0 is unoccupied However, since the track relay 5 is deenergized at' this time, the picking up of the armature 64 does not reestablish circuits, numbers two and three for the signal arm 7 and since the signal arm 7 remains in its danger position the circuit controller 10 will remain in a corresponding position, consequently holding the ind1cator 47 in its danger position.

As the tram in question proceeds in the direction indicated by the arrow e and.

passes out of the track section band enters the track section a,.th.e arm 8 -01? the signal 8 will assume its danger position, for reasons well known to those skilled in the art of railway signaling, and will cause its circuit cont-roller 13 to assume a corresponding position. When the circuit controller 13 moves to the zero degree position a circuit which normally energizes the line relay 39 will be interrupted, said circuit being traced as follows:

- Circuit number five.

Commencing at one terminal of the battery 49, wires 104 and 105, contact strip 13 and armature 13 on circuit controller 13 in its 90 or 45 positions, wire 106, relay 39, wires 107, 82, 83, 84, 85, 86, c1, 96, 108 and 109 back to the other terminal of the battery 49.

The interrupting of the circuit ust traced causes the line relay 39 to be deenergized and its armature 77 to drop. The dropping.

of the armature 77 makes another opening in the circuit number two for the 90 control of the arm 7 of signal 7.,

After the train passes out of the. track section'b, the track relay 5 'will'again become energized in the wellknown manner ace . contains a aeaaoe 1 e tacts 29 and 29 each being adapted to make contact at times with one pair of said fixed contact springs, their movement being governed by the movement of the switch ma chine. For a further and more detailed description of the construction and operation of this switch machine, reference may be had to the application 'of .Winthrop K. Howe, William S. Henry and Fred N. Hall, Serial Number 64,138, filed November 29, 1915.

A crank arm 34 is usually supplied with the switch machine for use when it is necessary to operate the sWitchS manually as is sometimes the case, as for example, when a maintainer desires to clean the switch lnts. Provision is usually made for housmg this crank arm, and this housing is represented diagrammatlcally on the draw- 1 with the signal 7 and will be hereinafter termed a detector relay for the reason that 1t insures that the switch machine B cannot be operated unless both arms 7 and 7 of the signal 7 are in the horizontal positlon, all of which will be clearly set forth hereinafter. Also associated with the signal 7 is a suitable source of electrical current, as a battery, said battery being designated by the numeral 50.

Located at a point remotefrom the switch S of the siding S is a tower or operating station represented diagrammatically on the drawing by a dotted square and designated by the letter A. Conveniently located within the operating station A is a control switch 41 for controlling the normal and reverse switch is shown on the drawing for the sake of simplifying the explanation as a double pole double throw switch although it might e-a lever of an interlocking machine or some other form of a device suitable for performin the necessary functions. Also convenienty located in the operating stais a group of indicators of any suitable or well known type, familiar to those skilled in the art of railway signaling, which are designated by the numerals 46, 47 and 48. The indicators 46 and 47 illustrated are of the semaphore type and are associated with the signal 7 for repeating the indications of the arms ofsaid signal 7 to the operator in the station A; whereas the indicaor danger.

positions of switch S and this tor 48 is shown as a disk type indicator, so that it can easily be distinguished from 46 and 47, and is associated with the track relay 6 for the track section a to indicate to the operator in the station A the presence of a train on the track section 0. A battery 49 is also located in the operating station A to provide a suitable source of electrical current.

Operation.

With all the devices in the positions as shown in the drawing, and with no train on the track sections a, b, c or (I, the parts there of may be considered to be in their normal positions and the route lined up for traflic over the main stretch of track in the direction indicated by the arrow e.

Assume that a train moving in the direction indicated by the arrow e, enters the track section (Z; accepts the upper arm clear signal of the signal 7; and passes onto the track section a. When said train enters the track section a, the track relay 6 will be deenergized, as will be clearly understood by those skilled in the art of railway signaling, and its armature 51 will drop and interrupt the circuit which normally energized the,coils of the disk indicator 48, said circuit being traced as follows:

Circuit number one.

A will'drop and will notify the operator of the presence of the train in the track section 0.

The de'energization of the track relay 6 also causes its armature 64 to drop and in terrupt the circuit which, normally closed, operates the arm 7 of the slgnal 7, to its 90 or clear position, said circuit being as follows:

Circuit number two.

Commencing at one terminal of the battery 50, wires 52 and 65, armature 66 and front contact 67 of the line relay 38 in its upper position, wire 68, armature 64 and front contact 69 of the track relay 6 in its upper position. wire 70, armature 71 and front contact 72 of the track relay 5 in its upper position, wire 73, fixed contact 25, movable contact 28 and fixed contact 26 of the circuit controller 21 of the switch machine B in its normal position, wire 74, contacts 16, 18 and 17 of the switch circuit controller (1 in its normal position, wires 75 and 76, armature and. its armature .71 will be again picked ,up, thereby closing an opening which was arm 7 is raised to its 45 position thus indieating to an approaching train that it may proceed but at limited speed. As soon as the arm 7 of the signal 7 is raised to its 45 position the armature 10 on the circuit controller 10 will also be' raised to a corresponding position and as circuit numher four for indicator 47 is closed from the 45 to the 90 positions of the signal, said circuit will be again established and the indicator 47 will be raised to a corresponding position thus notifying the operator that track section b is clear.

When the train in question has passed out of track section a, signal 8 will assume its f position for reasons understood by those skilled in the artof railway signaling and as circuit number five is closed from the 45? to the 90 positions of the signal 8, said circuit will be reestablished causing the line relay 39 to become energized and its armature 77 picked up. When armature 77 is picked up the gap in circuit number two for the 90 control of arm 7 is closed thereby permitting said arm 7 of signal 7 to raise to its 90 or clear position. i

The passing of a train over ,the main stretch of track .having been described and the operation of the signals and various dethereof having been fully pointed out, it will now be apparent to those skilled in the art, of railway signaling that at times it be comes necessary for the operator in the station A to clear the main track in order that one train may pass another or obviously for any other reason and to do this said operator takes, advantage of the siding S.

Then said operator wishes 'a train to take the siding S and the devices are in their normal positions as shown in the drawing, he throws the switch 41 from the normal position as shown in the drawing -to a reverse position causing said switch 41 to break'contact'with poles 42 and 43 and to make contact with poles 44 and 45. The

throwingofthe switclf 41 from its normal to its reverse position interrupts a circuit which normally energized the line relay 38,

' said circuit being as follows:

its lower position,

Girouz't number six.

vices in connection with the movements relay 38 and wires 115, 83, 84, 85, 86, 61, 96, 108 and 109 back to the other terminalof battery 49. y r The interrupting of the circuit just traced causes the line relay 38 to become denergized and its armatures 1'16; 66 and 92 to drop. The dropping of the armatures 66 interrupts circuits, numbers two and three for the 90 and 45 controls, respectively, of the upper arm 7 on the signal 7 causing said signal arm 7 to drop to its zero degree or danger position. The dropping of the armature 92 of the line relay 38 interrupts circuit number four for energizing tliesemapliore indicator 47 causing it to assume a corresponding position to the arm 7 0f the signal 7. The dropping of the armature 92 of the relay 38 also causes a circuit to be established for energizing the line relay 37, said circuit being traced as follows:

Circuit num her see en:

Commencing at one terminal of the battery 49, wires 104. 110 and 117, pole 45 and the righthand knife of switch 41, wire 93, armature 92 and back contact 118 of line relay 38 in its lower position, wire 119, the coils of relay 37 and wires 120, 84, 8.5, 86, 61, 96, 108 and 109 back to the other terminal of battery 49.

The circuit just traced causes the line relay 37 to be energized and its armatures 121, 122 and 112 to be picked up.

When the signal arm 7 drops to its zero degree or danger position due to the inter- 100 ruptingof its circuits, numbers two and three as above stated, the armature 9 of the'circuit controller 9 for said signal arm 7 will also drop to its zero degree position, thus establishing a circuit for energizing the de 1 tector relay 40 and causing its armatures123 and 124 to be picked up, said circuit being traced as follows:

Circuit number eight. Commencing at one terminal of the battery 50, wires 52, 53, 54,55, 56,88, 89, and 97 armature 9' of circuit controller 9 in its zero degree position, wire 98, armature 11 of circuit controller 11 in its zero degree position, 113 wire 99, front contact and armature 63 of the track relay 6 in its upper POSltlOIl, wire 101, contact 35, crank 34 and contact 36 of the crank housing D, wire 102, detector relay 40 and wires 103, 86 and 62 back to the other terminal of the battery 50.

When the line relay 38 is deenergized and i the line relay 37 and the detector relay 40 are energized,- a circuit for operating the motor of switch'machine B to throw switch 125 S from its normal to its reverse position is established and may be traced as follows;

7 Girc'uit number nine. Commencing at one terminal of the battery 50, wires 52, 53, 54 and 125, front contact point 126 and armature 1210f line relay 37 in its upper position, wires 127 and 128, armature 19 of the motor for switch machine B, wires 129 and 130, armature 116 and back contact 131 .of line relay 38 in its lower position, wire 132, contacts 33, 29 and32 of the pole changer 22, of the switch machine B, in its normal position, wires 133 and 134, field coil 20 of the motor for switch machine B, wire 135, armature 123 and front contact 136 of the detector relay in its upper position, wires 137, 85, 86 and 62 back to the other terminal of the battery 50.

With energy applied to the motor of the switch machine B, as shown by the circuit just traced, said motor will operate in a manner to cause said switch machine B to throw the switch S for the siding S, from its normal position, or the position shown in the drawing to a reverse position, all of which is fully described in the above mentioned application Number 64,138, so that the switch. S will be lined upfor traffic over the siding S in the'direction indicated by the arrow 6. When the switch S is fully thrown to its reverse position and locked therein, the final movement of the switch machine B causes the movable contacts 29 and 29 of the pole changer 22 to. be thrown to a reverse position where movable contact 29 makes contact with fixed contacts 30and 31 and the electrical connec- 'tion which .was made by movable contact 29 with fixcd'contacts 32- and 33 will'be broken. thus interrupting circuit number n ne ust traced for furnishing 'energy to the motor of'switch machine B.

The moving of the switch points S from 7 their normal to their reverse position causes the switch circuit controller C, which is directly connectedto said switch points S to operate in the well knownimanner as described in the above mentioned Patent Number 1,169,957, and to cause movable contact 18 thereof to break contact with fixed contacts 16 and 17 of said circuitcontroller C and to make contact with fixed contacts 14 and 15 of the circuit controller C. The operation of the circuit controller Q, as ust described, opens another break in circuits, numbers two and three for the 90 and position of arm 7 of signal 7, keepmg said signal in the danger position and causing a circuit to be established for movmg signal arm 7 2 of signal 7 to its operated or 45 position, thus denoting to a train approaching said signal in the direction indicated by the arrow e that the route is set up for traiiic over the siding S, said circuit being traced as follows:

Circuit number ten.

Commencing at one terminal of battery 50,

that the switch 1,2ae,aee t .wires 52, 53, and 138, armature 122 of line relay 37 in its upper position, front contact 139 of said relay, wire 140, contacts 24, 27 and 23 of circuit controller 21 in its reverse position, wire 141, contacts 14, 18 and 15 of switch circuit controller C in itemverse position, wire 142, signal motor for arm 7 of signal 7 wires 143, 81,82, 83, 84,

85, 86, and 62 /back to the other terminal Circuit number eleven.

Commencing at one terminal of the battery 50, wires 52, 53, 54, 55, 56 and 88, armature 12 of circuit controller 12 for signal arm 7 in its operated position, wire 144, frontcontact 145 of line relay 37, armature 112 of said relay 37 in its upper position, wire 111, lefthand knife of operating switch 41, pole 44 of said switch in its reverse position, wire 146, indicator 46, wires 147, 108, 96, 61 and 62 back to the other terminal of battery 50.

From the circuit just traced it will be apparent that the indicator 46 will be operated to a position corresponding to the operated position of the lower arm 7 of the signal 7 thus notifyin the operator in station A for the siding S has been moved to its reverse position and that the route is set up for traffic over the siding S in the direction indicated by the arrow e.

When the arm 7 2 of the signal 7 is moved to its operated position, its circuit controller 11 also assumes a corresponding posieight causes the denergization of the'detector relay 40 and its armatures 123 and- 124 are dropped. The dropping of the armature 123 makes another break in the circuit number nine for operating the motor of syvitch machine B. The dropping of. the

armature 124 establishes a shunt path around the armature 19 of the motor, for

the switch machine B, thus making it impossible to apply energy to operate said mo-' tor until the detector relay 40 has been again energized and its armatures 123 and 124 picked up. 4 I

From the foregoing description, it Wlll. be seen that the detector relay 40 can be energized, only when both arms 7 and 7? of the signal 7 are in the danger positions and there'is no train in the tracksection c,

I verse to its normal therefore when the detector relay 40'is deenergized circuit number nine is broken and no energy can be supplied to operate the motor,of the switch machine B, which insures that the switch S cannot be thrown by the operator in station A until he has placed both of the signal arms 7 and 7 in the danger position and untilthe track section 0 is entirely clear; and if a train has taken the siding S, it must have passed the fouling point X of said siding before the switch can be again operated. p Assume now that the train which the operator wishes to take the siding S and for which he has reversed switch S has entered track section '0. As soon as said train enters-said track section a, circuit numher one will be interruped, for reasons before stated; and disk indicator 48 will be again deenergized' and will inform the operator of the .presence of a train in said track section 0. As soon as the train in' question has taken the siding S and proceeded thereon far enough to have passed the fouling point then, the track section 0 being clear, the track relay 6 will be picked up, as is well known to those skilled in the art, and circuit number one will be reestablished causing said indicator 48 to become again energized therebyinforming the operator that the train has cleared track section 0 and has passed far enoug on the sidmg to permit a train to pass safely along t e main track. The operator therefore throws the operating switch 4111111111 its'reposition, or the position shown in thedrawing.

en the operating switch 41 is thrown from its reverse to its normal position as stated, certain circuitsare established and v others are broken and the operation of the various devices occurs 111: sequence, as the for the sake of safety operation-of certain of the devices depends upon the operation of certain of the other'devices. The throwing of the switch 41 interrup-ts'circuit number seven for energizing the line relay 37 and its armatures 121, 122 and 112 are dropped. The dropping of the armature 122 interrupts circuit number ten for operating the arm 7 of signal 7 to its'45 or operated position and said signal arm 7 falls to its danger position which will be clearly understood by those skilled in the art. The dropping of armature 112 on relay 37 andthe moving of circuit controller 12 forsignal arm 7 causes two openings to be made in the circuit number eleven, for energizing indicator 46, said indicator as suming a position corresponding to that of signal arm 7 on signal 7. f en the circuit controller 11 of signal arm 7 assumes its zero degree position, circuit number eight,

energizing the detector relay 40, is reestablished and armatures 123 and 124 are picked up. A

When armature 112 on relay 37 dropped to its lower position upon the denergiza tion of line relay 37, circuit number six, which was previously traced through line relay 38 for energizing said relay 38, was reestablished and the. armatures 116, 66 and 92 of said relay ingup of armature 116 establishes a circuit for, operating the motor of switch machine B to cause said switch machine B to operate in a manner to throw switch S from its reverse position to its normal position or the position shown in the drawing, said circuit being traced as follows: 1

Circuit number twelve.

Commencing at one terminal of the hattery 50, wires 52, 53, 54,55 and 148, front contact 149 on relay 38, armature 116 of said relay in its upper position, wires 130 and 129, armature 19 of switch machine B, wires 1.28 and 127, armature 121 of relay 37 in its lower position, back contact 152 of said relay, wire 150, contacts 31, 29 and 30 of the pole changer of switch machine B in its reverse position, wires 151 and 134, field coil 20"of the motor of switch machine B, wire 135,-armature 123 of detector relay 40 in its upper position, front contact 136 of said relay, wires 137, 85, 86 and 62 back to the other terminal of battery 50.

I VVhen the switch machine B starts to -1110V8, its circuit controller 21 is moved to its middle position, as previously described, thus making a second break in circuit number ten for operating signal arm 7 2 and preventing said signal arm 7 from 1 being changed from its switch S is being thrown, even though the line relay 37 should for any reason become energized during the movement of said switch.

The movement of the switch points S causes the switch circuit controller Q 'to be moved from its reverse to its normal position and in so doing makes a third. break in the circuit number ten for operating the signal arm 7 2 which will be later explained, and when the switch points S are in their full normal position, the switch through the medium of movable contact 18 causes one of the breaks that had been made in circuits, numbers two and three to be closed. The final movement of the switch machine B after the switch S has been moved to its full normal position and locked, causes the circuit controller '21 of said switch machine B to be thrown to its full normal position, thereby completely rea establishing circuit number twp for operatto its 90 or clear position.

danger position while the I were picked up. The pickon the signal 7, the purpose of circuit controller w iaeaaoa Simultaneously with the throwingof the any other reason the switch should fail to circuit controller 21 to its full norm-a1 posioperate correctly, the signals guarding said tion, the pole changer 22 of the switch ma-- switch Wlll operate on the side of safety and chine B is moved to its full normal position, will remain in the dangerposition. 5 thus interrupting circuit number twelve for From the foregoing description it will be 70 operating the motorof switch machine B apparent that when the line relay 38' is en to its normal position. ergized, the line wire 111 1s included in the When the signal arm 7 of the signal 7 is .circuit for energizing said relay 38, whereoperated to the clear position as a ove deas, the line wire 93 is used to carry the in- 10 scribed its circuit controller 9 will assume dication current and in a like manner when 75 a corresponding position and the circuit the line relay 37 is energized, the line wire number eight, previously traced through 93 isincluded in the circuit for energizing said circuitcontroller 9' in its zero. degree said relay 37, whereas, the line wire 111 is position for energizing the detector relay used to carry the indication current. It will 40, will be interrupted and the armatures therefore be seen that the line wires 93 and 39 I 123 and 124: of said detector relay 40 will be 111' serve a double purpose and will result dro ped. Th dropping of the arm ture 1 4: in a great saving in the amount of line wire esta lishes a shunt path around the armature ed.

19 of the motor for the switch machine B In cases of emergency, if it becomes nec- A 2 which as has been explained prevents current essary for the switch to be thrown manually, 35

from being applied to the said mot r un l this may be done by inserting the crank arni said armature 124: has been picked up. The 34 i la id d th f on on? d dropping of the armature 123 of the de e q of the shaft of the armature19 of the motor T relay 40-opens another break in the circuit f wit h hi B, A tiona number twelve for operating the motor ot measure t nt power f b i 90 the switch machine B when the SVltCh SI the motor from the 0 erating ta being moved to its normal position. This ti A, wh id it h m hi j b i g last break in the said CllClllt number twelve operated manually, the crank arm 34 and insures that before l can be PP to said contacts 35 and 36 are included in ciroperate the motor for th Swi ch mflchlne cuit number eight for energizing the detector 95 the detector relay 40 mustbe energized. This relay 40, It will th r fo b n th t, h n is done as has been explained by putting the crank arm 34 is removed from its housboth of the signal arms 7 and 7 2 on the s1g ing 1), circuit number eight will be inter- Hill in the danger POSltiOIl. AS SOOI! AS the rupted and for reasons hereinbeforg e'x- Signal. arm 71 is moved to its 9 Position plained it'will be impossible to apply curas explained above, its circuit controller 10 ew th motor f it h m hin B, causes to be reestablished the circuit number V i changes may b ad in the arfOHIiOI gi i g the indi o 47 in the ticular arrangement of circuits and control operating station A, thus notifying the opli d i hown nd described without 40 erator that the main trackway has been d ti f th i v ntion ofthe physical cleared. embodiment thereof illustrated, and also this From the foregoing description it will be invention may be applied to other signaling rnoted that when it is necessary for the Op systems. Also, although the particular emator instation A to throw the switch S for b di t f th i ti h w is designed the sidingS from normal to reverse or woe t b t d b di t u t, i pl 11o ver ai is t n ary-t h e b of the modifications apparent to those "skil ed in the signal arms 7 and 7 2 of the signal 7 in the ',art of railway signaling, may be made where danger p i and before Said Signals can alternating current may be-used as an operbe again cleared, the switch S mu be in ating medium:

the position desired; the switch circuit cona Althd h I, h a ti l l d ib d troller C must be in a position corresponding th t ti f o h i l mbodiment to t pos n f Switch S, the Switch of my invention, and explained the operation chine D must have been operated to the ded principle thereof; nevertheless, I desire sired position and locked so that it-s'circuit t h it d t d th t th form selected 55rontroller 21 is inra position corresponding i l illustrative, but does not exhaust to the position of switch S and the switch th ossible physical embodiments of the circuit controller C; and the line relay govid of m ans underlying my invention.

. erning the switch function must be energized What I claim as new and desire to secure and the opposite line relay -deenergized. b Lett r Patent of the United States, is:

60 Therefore it will be apparent tharshould a 1. In a traflic controlling system for railconnection become broken between the switch ways, in combination: a stretch of track machine A and the switch S or between the divided into blocks; a switch associated with switch circuit controller C and the switch 'one of said blocks ;w an electrically operated S or if one of the relays for any cause should switch machine; circuits for operating'said 65 fail'tp operatecorrectly orobviously if for switch machine to its-n0r1nal and reverse mentioned means.

positions; means controlled alternately from a remote point or station for governing said circuits separately; and other means controlled automatically by the track circuit for the block adjacent to said switch for checking the circuits governed by said last 2. In a traiiic controlling system for rail- Ways, in combination: an electrically oper ated switch machine having a normal and a reverse position; a local source of energy for operating said switch machine two relays controlled alternately from a remote point or station; a circuit for 'each position of said switch machine governed by both 01 said relays; a third relay controlled automatically; and means controlled by said third relay and included in said circuits for said switch machine for checking the two first mentioned relays.

3. In a traiiic controlling-system for railways, in combination: a stretch of track divided into blocks; a switch associated with one of said blocks; an automatic block signal for governing traffic over each of said blocks; separate signaling means associated wfithsaid signal for indicating the position 0 machine for operating said switch; circuits for operating said switch machine to move said switch; means controlled from a re mote point or station for controlling each of said circuits separately; a circuit for controlling said separate signaling means, said circult being controlled jointly by-said switch machine and said means; and other means for governing the operating circuits for said switch machine, said means being controlled automatically by thetrack circuit for the ock adjacent to said switch and dependent upon the position of both the signal governing that block and also the signaling means governing the switch. 1

4. In a ,traflic controlling system for railways, in combination: a stretch of railway track divided into insulated track circuit sections; a track relay and a source of current foreach track circuit section; a switch for said stretch of track having a normal and a reverse position: a si nal for each track section and for said switch; anele'ctrically operated switch machine for operating said switch to each of said positions; a lofor operating said switch machine; circuits including said source of'energy for operating said switch machine to move said switch to each of its.

positions: means controlled from a remote point or station for controlling each of said circuits separately: means controlled by said signals and one of said track sections for controlling each of said circuits for said switch machine; an indicating means located at said remote point or station and controllcd by said first mentioned means for in the switch; an electrically operated switch .the track circuit for theblock said switch and dependent upon dicating the operated condition of said signals and said switc 5. In a traffic controlling system for railways, in combination: an electrically operated switch machine; circuits for operating said switch machine automatically to its normal and reverse positions; means controlled from a remote point or station for governing said operating circuits separately; means for checking each of said operating circuits; a crank arm for manually operating said switch machine to either of its positlons independently of said automatic operating means; and a circuit for automatically controlling said checking means, said circuit including an arrangement of contact devices for holding said handle when'not in use, whereby a removal of the handle to perform said manual, operation causes a break in the controlling circuit for said checking means and thereby prevents an' accidental application of power to said switch machine when said device is being operated manually.

' 6. In a trafiic controlling system for railways, in combination: a stretch of track. divided into blocks; a switch associated with one of said blocks; an automatic block signal having difi'erent operated positions, associated with each of said blocks; a separate signaling means for indicating the position of said switch,-said means also having different operated positions; circuit controllers associated with said signals and said signaling means, adapted to be operated thereby to positions corresponding with the positions of their respective signals; an electrically operated switch machine; circuits for ope rat: ing said switch machine to move the switch to its normal and reverse positionsymeans and other means controlled automatically by adjacent to the position of the circuit controllers of the signal governing said adjacent block and .also of the signaling means whereby the operation of the switch machine is prevented unless the said adjacent block is clear and the signals governing both the main track route and the turn out route are set to indicate danger.

7: In a traflic controlling system 'for railf Ways, in combinationz an electrically operated switch machine having a normal and a reverse position and comprising a motorfor operating said switch machine to each of lts positions; a circuit for operating said motor for each position of said switch machine: a, local source of energy included in sa d circuits; apole changer included in said switch machine and governed by said motor for controlling said circuits; a shunt circu t for shortgcircuiting the armature of said motor after current has been cut ofi by the action of said pole changer; and means con trolled from a distant point for controlling said first mentioned circuits and said shunt circuit.

- 8. In a traflic controlling system for railways, in combination: a stretch of track divided into blocks; an out-lying switch associated with one of said blocks; signals for governing trafiic over said blocks and signal ing means associated with the signal for the block adjacent to said switch for indicating the position of said switch; an electrically operated switch machine for operating said switch; two control relays; means for controlling said relays from a remote point or station, the energizing circuit of each of said relays including a back contact of the other of said relays; operating circuits for said switch machine, said signal and said signaling means, controlled automatically by said relays; and means controlled automatically by the track circuit for said adjacent block for checking said operating circuits, said means being dependent upon the track circuit of the section adjacent to said switch and the signals for both said switch and its adjacent section being in their danger pos1t1on.

9. In a 'traiiic controlling system for railways, in combination: a stretch of track divided into blocks, a signal associated with each of said blocks and operated automatically by the track circuits for said blocks, said signals being biased to a danger posit on and having two operated positions: circuit controllers associated with each of sa d signals having circuit controlling positlons corresponding with the positions of their respective signals; a switch associated with one of said blocks; an electrically 0perated switch machine; circuit controlling means associated with said switch machine and operated thereby; separate signaling means associated with the signal governing the block adjacent to said switch for indi' cating the position of the switch; a circuit controller associated with said signaling means and operated thereby; normal and reverse operating circuits for operating said switch machine to move said switch. said c1rcu1ts being controlled bythe circuit controller on said switch machine; circuits controlled by the circuit controller on said switch machine for operating the block signal governing the block adjacent to said switch and also for governing the signaling 1 means for said switch; circuit controlling means included in said signal circuits and goyerned by the movements of the switch points; means controlled from a distant point or station for governing the normal and reverse operating circuits and also each of said signal circuits; and means for automatically checking the circuits governed by said last mentioned means.

10. In a trailic controlling system for railways, in combination: a stretch of track divided into blocks; an outlying switch as sociated with one of said blocks; an automatically controlled signal for governing traffic over the block adjacent to said switch; separate signaling means associated with said signal for indicating the position of said switch; an electrically operated switch machine for moving said switch; normal and reverse operating circuits for said switch machine: circuits for operating said signal and said signaling means to their different indicating positions; two relays controlled alternately from a remote point or station for controlling the normal and reverse operating circuits for said switch machine and also the operating circuits for said signal and said signaling means; indicating means for repeating at said remote point or station the indications of said signal and said signaling means, said means being automatically controlled by said relays; and other means automatically controlled by the track circuit for the block adjacent to said switch for checking the circuits controlled by said relays.

11. In a trafiic controlling system for railways. in combination: a track section provided with a track circuit and a track relay; a switch associated with said track section, an electrically operated switch machine for moving said switch; normal and reverseoperating circuits for said switch machine; and means controlled automatically by the track relay for preventing the closing of either the normal or reverse operating circuits when said track relay is deenergized by .the presence of a train on said track section.

, 12. The combination with an outlying switch associated with a block provided with a track circuit and aitrack relay, in an automatic block signaling system; of an automatic block signal. for said block, separate signaling means associated with said signal for indicating the positions of the switch; an electrically operated switch machine for operating said switch to its normal and reverse positions. operating circuits for said switch machine; said signal and said separate signaling means; means controlled from a remote point or station for governing said operating circuits and means controlled automatically by said track relay for checking each of said operating circuits.

CHARLES S. BUSHNELL. \Vitness:

H. (I. CAMPBELL. 

